EP2010793A1 - Moyeu amortisseur de vibrations de torsion pour un embrayage de vehicule - Google Patents
Moyeu amortisseur de vibrations de torsion pour un embrayage de vehiculeInfo
- Publication number
- EP2010793A1 EP2010793A1 EP06733323A EP06733323A EP2010793A1 EP 2010793 A1 EP2010793 A1 EP 2010793A1 EP 06733323 A EP06733323 A EP 06733323A EP 06733323 A EP06733323 A EP 06733323A EP 2010793 A1 EP2010793 A1 EP 2010793A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- springs
- row
- clutch
- hub
- damper hub
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000009977 dual effect Effects 0.000 claims abstract description 12
- 230000004323 axial length Effects 0.000 claims abstract description 6
- 230000005540 biological transmission Effects 0.000 description 9
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000004308 accommodation Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000005923 long-lasting effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/121—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon using springs as elastic members, e.g. metallic springs
- F16F15/123—Wound springs
- F16F15/12353—Combinations of dampers, e.g. with multiple plates, multiple spring sets, i.e. complex configurations
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/58—Details
- F16D13/60—Clutching elements
- F16D13/64—Clutch-plates; Clutch-lamellae
- F16D13/68—Attachments of plates or lamellae to their supports
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
- F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
- F16D25/087—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation the clutch being actuated by the fluid-actuated member via a diaphragm spring or an equivalent array of levers
Definitions
- the present invention relates to vehicle transmissions, and more particularly to a system for improved performance of damper hubs in dry plate clutches .
- Dry plate clutches are used in manual and automated vehicle transmissions to facilitate start-off from rest and disengage the transmission from the engine at gear shifts.
- a damper hub integrated in a dry plate clutch. Adequately designed, this damper hub reduces torsional vibrations from the engine and spares the transmission.
- a damper hub usually has a number of helical springs arranged circumferentially on the driven disc that transfers torque from the engine flywheel to the input of the transmission.
- twin-disc clutches are frequently used.
- a typical design is shown in US6782985.
- Another example is shown by US1935459.
- twin-disc clutch there are two driven discs connected in parallel. Each of these discs has a damper hub. Thereby, each damper hub will be subjected to half the engine torque.
- very high engine torques can be handled by a twin-disc clutch.
- twin-disc clutches are in general less attractive in terms of length, weight and cost.
- twin-disc clutches are more difficult to control. That makes twin-disc clutches unsuited for automated transmissions.
- Another known solution for higher engine torques is to arrange two axially separated rows of springs in a single disc clutch.
- the torsional vibration handling capacity of a twin-disc clutch is combined with the lower weight and cost along with ease of control of a single-disc clutch.
- Examples of such damper hubs in single disc clutches are disclosed in DE19528319, WO9200470, US4475640, DE4040606 and US5145463.
- the cost for manufacturing these single-disc clutches are still higher compared to a conventional single-disc clutch with one row of springs. There is therefore a need to further slim the design.
- Another problem with known art is that two parallel rows of springs increases the axial length compared to a solution with a single row of springs.
- a torsional vibration damper hub for a vehicle clutch comprises a hub splined to a shaft; first and second inner annular plates rotatably fitted to an outer periphery of the hub, first and second pairs of outer annular plates arranged at both sides of said first and second inner annular plate respectively; first row of springs extending substantially in the clutch rotating direction and disposed in openings formed in said first inner annular plate and said first pair of outer annular plates; second row of springs extending substantially in the clutch rotating direction and disposed in openings formed in said second inner annular plate and said second pair of outer annular plates; each first and second pair of the outer annular plates being connected to the adjacent inner annular plate by said springs; said first and second pair of outer annular plate being connected to the hub; a torque input
- the invention is characterized in that the springs in said first row of springs arranged in one first axial level are axially overlapping the springs in said second row of springs arranged in a second axial level with the purpose to decrease a total axial length of said clutch. That will give a very compact design whose axial space requirements would not be significantly larger than for a conventional single- disc clutch.
- an axial distance between geometrical centres of one spring in said first row and one spring in said second row is larger than one half of the outer diameter of said springs .
- the diameter of said springs of said first and second row can be chosen to be substantially equal or substantially different, thus, in the latter case the axial total length of said clutch can be deceased even further.
- said damper hub is substantially identical to a dual damper hub in conventional twin-plate clutches.
- This embodiment of the invention can also be used in a torsional damper hub without having springs in a first and second row that are axially overlapping (as in the embodiment above) , but instead having two rows of springs that are not axially overlapping. This would result in a fairly compact and cost-effective solution.
- said first and second row of said springs are arranged on a substantially same radius from centre of rotation of said clutch. Arranging said rows on the same radius would give the opportunity to maximize the possibility to handle high engine torques by the clutch.
- Figure 1 shows a schematic longitudinal section of a conventional single-disc dry plate clutch with an integrated damper hub according to prior art .
- Figure 2 shows an axial view of the conventional driven disc in figure 1.
- Figure 3 shows a typical relationship between torque and relative rotational displacement for a damper hub like the one in figure 1.
- Figure 4 shows a schematic longitudinal section of a conventional twin-disc clutch with a dual damper hub according to prior art.
- Figure 5 shows a schematic longitudinal section of a clutch whose damper hub has two axially separated rows of springs according to prior art.
- Figure 6 shows a schematic longitudinal section of a driven disc according to prior art whose damper hub is composed of two damper hubs from conventional single- disc clutches .
- Figure 7 shows a schematic longitudinal section of a driven disc according to the invention whose damper hub is substantially a dual damper hub from a conventional twin-disc clutch.
- Figure 8 shows a schematic longitudinal section of a driven disc according to the invention where the two rows of springs are partially overlapping each other axially.
- Figure 9 shows an alternative embodiment to the embodiment in figure 8, but where the damper hub is substantially a dual damper hub from a conventional twin-disc clutch.
- Figure 10 shows an axial view from the left of the driven disc of figure 8 or 9.
- FIG. 1 shows a simplified longitudinal section of a single-disc dry plate clutch 101 of prior art.
- a clutch cover assembly 102 is fastened to a flywheel 103 by means of screws 104.
- the clutch cover assembly 102 is composed of a clutch cover 105, a diaphragm spring 106 and a pressure plate 107.
- the diaphragm spring has - - fingers 106f extending radially inwards.
- a coupling device (not shown) rotationally connects the pressure plate 107 to the clutch cover 105 and allows a limited axial relative motion.
- a driven disc 110 that is composed of a friction plate 111 and a damper hub 112.
- An inner plate 113 of the damper hub 112 is connected fixedly to the friction plate 111.
- Spring packs 114 are carried in windows 113w in the inner plate 113.
- the spring packs 114 are also carried by outer plates 115 in corresponding windows 115w.
- Each spring pack 114 can be composed of a single helical spring or of two or more helical springs placed inside each other.
- the outer plates 115 are connected via a symbolically shown pre-damper 116 to an inner hub 117.
- the inner hub 117 is axially moveable but rotationally fixed to an input shaft 120 of a not shown transmission.
- the clutch 101 is controlled by an actuator 121 whose piston 121p via a release bearing 122 pushes the fingers 106f of the diaphragm spring 106 for disengaging the clutch.
- Figure 2 shows an axial view of the driven disc 110. It can be seen that there is a number of spring packs 114 arranged in corresponding windows 115w of the outer plates 115. In general, the larger the number of spring packs is, the larger torques can be handled by the driven disc.
- the diaphragm spring 106 urges the pressure plate 107 to clamp the friction plate 111 of the driven disc 110 towards the flywheel 103.
- torque can be transferred from the flywheel 103 via the friction plate 111 to the inner plate 113.
- a relative angular motion between the inner plate 113 and the outer plates 115 will compress the spring packs 114.
- a large torque corresponds to a large compression, and vice versa.
- the forces from the compressed spring packs 114 are carried by shoulders 115s between the windows 115w. For strength reasons, the shoulders 115s must be fairly wide. This will limit the width and number of windows 115w and the torque that can be handled. The corresponding applies to windows 113w of the inner plate 113.
- Figure 3 shows a typical relationship between transferred torque M and relative angular motion a between the inner plate 113 and the inner hub 117.
- the pre-damper 116 is active and allows a fairly large relative motion. That will reduce rattling noise from the gear meshes of the transmission when the engine is idling.
- the spring packs 114 start to compress. The transferred torque will then increase substantially linearly with the relative angular motion along line 333 up to a stop torque 334 where further compression of the spring packs 114 is mechanically blocked.
- the corresponding relative angular motion is referred to as the stop angle 335.
- FIG. 4 shows a twin-disc dry plate clutch 401 according to prior art.
- two substantially identical driven discs 410a, 410b are connected to a common inner hub 417.
- Each of the driven discs 410a and 410b has a damper hub 412a, 412b of similar design as the damper hub 112 in figure 1.
- a splined joint 417s allows a limited axial motion of the driven disc 410b relative the driven disc 410a.
- twin-disc clutch 401 is considerably more expensive and heavy.
- twin-disc clutches are known to be more difficult to control in a precise way.
- FIG. 5 shows a single-disc clutch 501 according to prior art having two axially separate rows of spring packs 514a, 514b in the damper hub 512 of the driven disc 510.
- the number of spring packs is doubled, giving a potential to handle large engine torques.
- the clutch 501 substantially does not share the disadvantages of the twin-disc clutch 401.
- the friction surface 503f which faces the friction plate 511 of the driven disc 510, is axially separated from the abutment 503c that supports the clutch cover 505. Then, clutch covers from single-disc clutches may be used.
- the damper hub 512 is purposely designed for a single disc clutch with two rows of spring packs, which means increased manufacturing costs compared to a conventional single disc clutch with one row of spring packs .
- FIG. 6 shows an embodiment according to prior art.
- the damper hub 612 of the driven disc 610 is composed of a first damper hub 612a and a second damper hub 612b.
- the inner plates 613a, 613b of the damper hubs 612a, 612b are connected to the friction plate 611 by a connecting element 609.
- Both damper hubs 612a, 612b are substantially identical to damper hubs in single-disc clutches. Thereby, high-volume parts can be used.
- the damper hubs 612a, 612b can be of equal or different size. If of different size, as shown in figure 6, they can be packaged in a more compact way.
- FIG. 7 shows an embodiment of the invention.
- the damper hub 712 of the driven disc 710 is substantially identical to a dual damper hub from a twin-disc clutch, like in figure 4.
- a connecting element 709 joins the inner plates 713a, 713b to the friction plate 711.
- FIG 8 shows an embodiment of the invention where the two rows of spring packs 814a, 814b of the driven disc 810 are partly overlapping each other. That gives a very compact design in axial direction.
- the overlapping of the rows of spring packs 814a, 814b implies some requirements on the relative location in angular direction of the spring packs .
- the spring packs of one of the rows must - - be located between the spring packs of the other row. This is shown in figure 10.
- the spring packs of row 814b are located in the same angular positions as the shoulders 815s of the outer plate 815 that carries the other row of spring packs 814a.
- the shoulders 815s of the outer plate 815 (as well as the corresponding shoulders of the other plates that carry the spring packs) need a certain width in angular direction for strength reasons.
- Figure 9 shows an alternative embodiment of the embodiment in figure 8.
- the damper hub 912a and 912b of the driven disc 910 is substantially identical to a dual damper hub from a twin-disc clutch, like in figure 4.
- a connecting element 909 joins the inner plates to the friction plate.
- Figure 10 can be used for an axial view from the left of the driven disc of the embodiment in figure 9, as well.
- the partial overlapping of the rows of spring packs 814a, 814b could be quantified by the centre distance 828 in axial direction. That centre distance should preferably be larger than one half of the outer diameter 829 of the spring packs. Thereby, there will be sufficient space available for inner plates 813a, - -
- one of the rows of spring packs could comprise springs with smaller diameter compared to the springs in the other row. This would make it possible to further decrease the total axial length of the clutch.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/SE2006/000467 WO2007120088A1 (fr) | 2006-04-19 | 2006-04-19 | Moyeu amortisseur de vibrations de torsion pour un embrayage de véhicule |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2010793A1 true EP2010793A1 (fr) | 2009-01-07 |
EP2010793A4 EP2010793A4 (fr) | 2017-05-03 |
EP2010793B1 EP2010793B1 (fr) | 2018-08-22 |
Family
ID=38609772
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06733323.7A Active EP2010793B1 (fr) | 2006-04-19 | 2006-04-19 | Moyeu amortisseur de vibrations de torsion pour un embrayage de vehicule |
Country Status (4)
Country | Link |
---|---|
US (1) | US8087508B2 (fr) |
EP (1) | EP2010793B1 (fr) |
BR (1) | BRPI0621565A2 (fr) |
WO (1) | WO2007120088A1 (fr) |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2464103A (en) * | 2008-10-01 | 2010-04-07 | Gm Global Tech Operations Inc | Clutch attached to a flywheel by laterally orientated fasteners |
GB2464130A (en) * | 2008-10-02 | 2010-04-07 | Gm Global Tech Operations Inc | Clutch attached to a flywheel by laterally orientated pre-mounted fasteners |
KR101339234B1 (ko) * | 2011-12-09 | 2013-12-09 | 현대자동차 주식회사 | 댐퍼 클러치 제어 방법 |
JP2015536914A (ja) | 2012-10-12 | 2015-12-24 | エフ.ホフマン−ラ ロシュ アーゲーF. Hoffmann−La Roche Aktiengesellschaft | 置換フェニルカルバメート化合物 |
US11247659B2 (en) * | 2017-08-08 | 2022-02-15 | Aisin Seiki Kabushiki Kaisha | Vehicle control apparatus |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1346144A (fr) * | 1962-02-12 | 1963-12-13 | Borg Warner | Amortisseur de vibrations, notamment pour embrayage |
US4475640A (en) * | 1980-12-22 | 1984-10-09 | Kabushiki Kaisha Daikin Seisakusho | Damper disc |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3101600A (en) * | 1962-02-12 | 1963-08-27 | Borg Warner | Vibration dampeners |
JPS5345456B1 (fr) * | 1970-01-17 | 1978-12-06 | Luk Lamellen & Kupplungsbau | |
US4347717A (en) * | 1979-12-26 | 1982-09-07 | Borg-Warner Corporation | Two-stage torsional vibration damper |
FR2581144B1 (fr) * | 1985-04-30 | 1989-12-01 | Valeo | Amortisseur de torsion, notamment friction d'embrayage pour vehicule automobile. |
DE4003076C2 (de) | 1990-02-02 | 1998-04-09 | Mannesmann Sachs Ag | Zweischeibenkupplung mit Verringerung der Axial-Verschiebekraft |
GB2245336A (en) * | 1990-06-22 | 1992-01-02 | Automotive Products Plc | Torsional vibration damper |
DE29724494U1 (de) * | 1996-07-12 | 2001-08-30 | Mannesmann Sachs Ag | Reibungskupplung mit Vordämpfer |
US6231449B1 (en) * | 1999-06-07 | 2001-05-15 | Torsional Control Products, Inc. | Torsional vibration coupling |
DE10148435A1 (de) * | 2001-10-01 | 2003-04-17 | Zf Sachs Ag | Reibungskupplung, insbesondere Mehrscheibenkupplung |
US6830139B2 (en) * | 2001-10-09 | 2004-12-14 | Zf Sachs Ag | Multi-clutch arrangement |
US8020680B2 (en) * | 2005-11-10 | 2011-09-20 | Luk Vermoegensverwaltungsgesellschaft Mbh | Hydrodynamic torque converter device for an automotive drive train |
-
2006
- 2006-04-19 US US12/296,451 patent/US8087508B2/en not_active Expired - Fee Related
- 2006-04-19 WO PCT/SE2006/000467 patent/WO2007120088A1/fr active Application Filing
- 2006-04-19 BR BRPI0621565-3A patent/BRPI0621565A2/pt not_active Application Discontinuation
- 2006-04-19 EP EP06733323.7A patent/EP2010793B1/fr active Active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR1346144A (fr) * | 1962-02-12 | 1963-12-13 | Borg Warner | Amortisseur de vibrations, notamment pour embrayage |
US4475640A (en) * | 1980-12-22 | 1984-10-09 | Kabushiki Kaisha Daikin Seisakusho | Damper disc |
Non-Patent Citations (1)
Title |
---|
See also references of WO2007120088A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2007120088A1 (fr) | 2007-10-25 |
EP2010793A4 (fr) | 2017-05-03 |
BRPI0621565A2 (pt) | 2011-12-13 |
US8087508B2 (en) | 2012-01-03 |
US20090200133A1 (en) | 2009-08-13 |
EP2010793B1 (fr) | 2018-08-22 |
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